2008 Dinghy Towing Guide

• HOOK, PLUG & PLAY• CHOOSING A CHASSIS• OFFICIAL LIST OF TOWABLES• TOWING ACCESSORIES

2008 GUIDE TO2008 GUIDE TO2008 GUIDE TOSPECIAL

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2008 DINGHY TOWING GUIDE|3

Publisher Bob LivingstonArt Director Susie Lieu AlmazanTechnical Editor Preston GratiotSenior Managing Editor Eileen HubbardManaging Editor Dale MyersContributors Rich Cox, Chris Hemer

EDITORIAL/BUSINESS OFFICE2575 Vista Del Mar, Ventura, CA 93001

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I f you enjoy the thrill of exploring the open road in your motorhome, you’ve probably found a few

instances where bigger is not always better. That’swhere towing a dinghy behind your coach becomesadvantageous. Want to know more? The 2008Guide to Dinghy Towing provides a selection of informative articles and a listing of new vehiclesready-made to enhance your RVing lifestyle.

Granted, no manufacturer has yet to engineer a plug-and-play setup directly from the factory, but it’s never been simpler to equip both dinghy and coach for road duty.

For starters, as highlighted in “Hook, Plug & Play”(page 6), the hard hookup between coach and car(or truck or SUV) has become an easy one-person operation: self-aligning tow bars make cinching up a breeze; and with some tow-bar designs evenrouting cables and wiring through hollow arms, the connection is more than easy, it’s eye-pleasing.Plus, manufacturers are offering an array of acces-sories to help keep it that way: An RV underskirt, fitted beneath the equipment, will safeguard thedinghy vehicle and towing hardware from debris. But for more ironclad protection, nearlyindestructible rock guards are available that quickly attach to the tow bar and shield thedinghy from road refuse.

Yet another device to aid in safe dinghy transport, supplemental braking systems have likewise evolved. Portable systems can be installed in less than an hour, and even permanent installations remain unobtrusive. Dinghy brakes may not be mandatory in somestates — yet — but anytime you add a few tons of weight to the back of your motorhome,you really do need a way to slow it down without taxing the brakes on your coach.

And make no mistake, contemporary motorhomes can accommodate a lot of dinghyweight. While many new chassis are rated to handle at least 4,000 pounds of dinghyweight, certain luxury motorcoaches today carry gross combined weight ratings (GCWR) of 60,000 pounds or more — with up to 25 percent of that dedicated to towing. Because motorhome chassis limitations directly figure into dinghy selection, we’ve also included information on all popular motorhome underpinnings, including entries from Chevrolet, Dodge, Ford, Freightliner, Spartan and Workhorse (see ”Choosing a Chassis,” page 12) in addition to specifications for proprietary chassis built by the majorcoach builders including Country Coach, Fleetwood, Foretravel, Monaco and Western RV.

However, the real focus of any dinghy towing guide is the dinghies themselves. Manufacturers are becoming increasingly sensitive to the needs of the motorhome community, and the “2008 Dinghy Roundup” (beginning on page 20) lists nearly 100 passenger cars, SUVs, light trucks and hybrids that have been certified for four-wheels-down towing. The list includes many of the newest vehicles — including a plethora in the subcompact car segment. For all-terrain fun, there are plenty of 4WD vehicles to choose from.

As motorhomes continue to grow in size and stature, life on the road has never beenmore comfortable. A dinghy adds to that enjoyment. ✱

TowTime

SPECIAL

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4|2008 DINGHY TOWING GUIDE www.motorhomemagazine.com

6 Hook, Plug & PlayLinking up with the correct equipment

12 Choosing a ChassisClass A and Class C chassis specifications

20 2008 Dinghy RoundupOur annual guide to flat-towable cars, trucks and SUVs

28 Towing AccessoriesNeedful things for safe travel

2008 GUIDE TO

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Linking up with the correct equipment

adds safety, simplicityand convenience to

dinghy towing

T raveling with a dinghy vehicle is almost a given with today’s larger motorhomes.

Although the trend to bigger coaches has injected “camping” with more creature comfortsthan a luxury hotel room, it’s not without its draw-backs. Even rigs with a 60-degree wheel cut will

encounter some difficulty negotiating narrow roads in smaller towns during sightseeing tours —and it’s just not fun trying to park a 40-footer atlocal markets when replacing perishables.

A dinghy simplifies such tasks, and eliminatesthe need to break camp and stow everything eachtime you need (or want) to venture away from thecampground. Additionally, the dinghy can stowgear securely when motorhome storage is filled(within weight restrictions), and there is the security of having a spare set of wheels in the event of anemergency.

However, it isn’t for free; towing a dinghy willaffect the acceleration, fuel economy and brakingof any motorhome, to some degree. That said,proper selection of a dinghy and towing equipmentwill enable you to safely and conveniently enjoy the benefits of auxiliary transportation.

Hook,Plug & PlayHook,Plug & Play

006-MH0801 Dinghy-Hook, Pl 10/23/07 12:20 AM Page 6


don’t even know it’sthere.” Front-wheel-drive (FWD)

vehicles with manual transmissionsand most 4WD vehicles with

manual transfercases

are among the easiest and most economical to tow.Plus, they tend to rank among the lightest vehicles.

Some auto manufacturers also produce FWD vehicles equipped with automatic transmissions

that are flat-towable.They are popular be-cause the expense of

towing equipment is minimal,and readying for towing involvesfewer steps.

But some vehicles do re-quire specialprocedures,such as start-

ing the engineevery 200 miles to circulate transmission fluid. Notethat this cannot simply be circumvented by overfill-ing the transmission prior to towing, because theproblem isn’t caused by lack of sufficient fluid butrather by lack of oil circulation. Such practices,

Flat Towing

The first and most essential step in selecting a dinghy vehicle is to make

sure it is approved by its manu-facturer for flat towing (see“2008 Dinghy Roundup,” page20). While you do have other options— most passenger cars or light truckscan safely be used as a dinghy, provided atowing accessory (such as a transmissionlube pump) is available for that specific modelas an aftermarket add-on, or towing on a dolly ortrailer is planned — these vehicles have been certi-fied for four-wheels-down towing without affect-ing their warranties. That said, however, buyersshould always first confirm flat-towability by consultingthe vehicleowner’s man-ual beforethe purchase is finalized.

When select-ing a dinghy,first determinethe maximum towing limit of your motorhome and then decide what vehicles fall within that limit.Towing limits aren’t the only factor to consider, but they help to eliminate many choices based on weight alone. The weight rating of the motor-home’s hitch receiver is another concern, althoughmost are adequate, and receivers can be upgraded.Keep in mind, however, that an upgraded hitch re-ceiver cannot increase the specified towing limit setby the coach manufacturer.

An economical four-passengercompact car can double as afamily’s second car when nottraveling, but even a larger SUVor sport truck can be towed, pro-viding its weight is within the towing limit of yourchassis (refer to “Choosing a Chassis,” page 12).

Most flat-towed dinghies track so well thatmany motorhome drivers have commented, “You

WHILE DRIVING YOUR DINGHY, THIS TOW BAR REMAINS

ON THE COACH, TUCKED OUT OF HARM’S WAY.ONCE THE TOW BAR IS ATTACHED TO BOTH VEHICLES, MAKE

SURE ELECTRIC CONNECTIONS AND SAFETY CABLES ARE SECURE.

COACH-MOUNTED SELF-ALIGNING TOW

BARS MAKE HITCHING A ONE-PERSON JOB.

A-FRAME TOW BARS ARE ECONOMICAL, BUT REQUIRE STORAGE WHEN

NOT IN USE.

A BALL COUPLER ON A TOW BAR LOOKS SIMILAR TO

THAT ON A TYPICAL TRAILER A-FRAME.

006-MH0801 Dinghy-Hook, Pl 10/22/07 2:05 PM Page 7


The Motorhome/Dinghy LinkA n essential in-

gredient in safedinghy towing involvesa solid, properly designed-and-installedmechanical linkage between the motor-home and towed vehicle. Hitch receivers,tow bars and baseplatesmust all be in goodworking order, rated for the weight you intend to pull and,when applicable, designed for the specific application.

Hitch receivers:Check the rating ofyour hitch receiver toensure that it is ratedfor the heaviest loadyou intend to pull. If a receiver is already installed on your coach,the weight limits andclass should be clearlyvisible on it.

However, the ridingheight of a motorhomerarely matches up withthat of the chosendinghy, oftentimes

necessitating the use of an adjustable-heightdrop receiver to allowthe tow bar to ridelevel. Receivers shouldbe bolted (not welded)in place, using at leastGrade 5 bolts and lockwashers, locking nutsand thread-locking sealer.

Tow bars are avail-able in two basic styles:A-frame, or self-align-ing. A-frame tow bars(offered as “solid” or“folding”), while themost economical, aredesigned to fit a limitednumber of baseplates(the mounting bracketsaffixed to the dinghy) or specific applications;however, the foldingdesign will fit a widerrange than the solid design. These types of tow bars are strong,but heavy, and requirestorage space when not in use. Hitching iseasier with a helper toguide alignment.

Self-aligning towbars are available in twostyles: dinghy-mountedand coach-mounted.

Coach-mounted unitsare the most desirable,as there is less chanceof damage when not in

BASEPLATE INSTALLATION DOES NOT REQUIRE WELDING

OR SPECIALIZED TOOLS, BUT CAN BE INVOLVED. IF YOU

HAVE ANY DOUBTS, HAVE A PROFESSIONAL DO IT.

TO HOOK UP USING A TELESCOPING TOW BAR, DINGHY VEHICLE

ONLY NEEDS TO BE NEAR CENTER AND MIDLENGTH OF BAR.

Hook, Plug & Play

although inconven-ient, are designed to prevent drivetraindamage and must be incorporatedinto the towing routine.

Another vehicle-specific considerationis that towing somedinghies with the ignition switch in aposition that allowsthe steering columnto remain unlocked also leaves power applied tovarious electrical circuits. Over the course of a full dayof towing, this can lead to significant battery drain.While strategies for dealing with this vary consider-ably by model, most fixes involve temporarily un-plugging one or more fuses from the vehicle’s fusebox prior to towing. A more involved alternative isto connect the offending circuit through an owner-added switch, allowing these circuits to be madetow-ready by the mere flip of a switch.

DROP RECEIVERS

KEEP TOW

BARS LEVEL.

Before You TowMake sure your

equipment is rated for the dinghy’sweight and that you are not exceeding yourmotorhome’s grosscombination weightrating (GCWR).

■ Confirm hitch height is correct.

■ Confirm all hitchbolts and tow-barand baseplate fasteners are securely tightened.

■ Confirm all hitch

and wiring connec-tions are engagedand secure; all safety chains or cables are attached;and all locking pins are properly installed.

■ Connect brake system and break-away device.

■ Check motorhomeand dinghy for proper function of taillights, brake-lights and turn signals.



ONCE THE PINS ARE IN, THE MOTORHOME IS DRIVEN AHEAD

SLOWLY (OR DINGHY BACKED) TO LOCK THE ARMS IN POSITION.

use — and hitching is aone-person operation.Highly adaptable, self-aligning tow bars fit abroad range of vehiclesby attaching to model-specific baseplates:Class III (5,000-lb.) orClass IV (10,000-lb.)models are available.Contact tow-bar manufacturers to findout if baseplates areoffered for the dinghyyou plan to tow.

Baseplates are per-haps the most criticalvariable in this link.While tow bars and,

obviously, hitch receiversare intended for massfitment, differentbrands, models andyears of dinghy vehiclesrequire different base-plates and installationprocedures, so properselection and installa-tion are essential.

Installing a baseplatetypically entails very spe-cific procedures. For ex-ample, fitting baseplateson three popular dinghymodels — the SaturnVUE, Honda CR-V andSuzuki Grand Vitara —requires different steps.

Installing a baseplateon the VUE is relativelysimple, requiring onlysome minor drilling, as well as temporary removal of the bumpercovering (fascia). Due to the vehicle’s shape,the baseplate’s two attachment points arelocated at a nonstan-dard distance from eachother, requiring the in-stallation of an adapterto fit the tow bar.

To install a baseplateon the CR-V, thebumper covering (fas-cia) must be temporarilyremoved. Some minordrilling is required andthe bumper coveringand/or grille may alsorequire some trimming.

Installing the GrandVitara’s baseplate is a bitmore involved, requiringtemporary removal ofthe bumper covering,front fascia panels andsome minor trimming ofthe grille inserts andshock absorption pads.

On some vehicles,the baseplate installa-

tion process can beeven more intricate. For example, the airdam may need to betrimmed or the factory-installed belly pan mayrequire either trimmingor permanent removal.Such requirements aredescribed in the manu-facturer’s fitment charts— hopefully eliminatingany unpleasant surpris-es at installation time.Today’s baseplates do agood job of blendinginto the exterior lines ofthe dinghy vehicle.

Remember, too, that all 50 states requireproperly rated safetychains or cables to keepthe dinghy from separat-ing from the motorhomeif the tow bar or ballfails. Safety chains orcables should be con-nected securely to thedinghy and crossedunder the tow bar, thensecured to the hitch re-ceiver. They should belong enough to allow fullturning without binding,but not drag when slack.

As You Go■ Observe the speed limit for towing in each state or province you traverse.

■ Maintain adequate stopping distance from the vehicle in front of you. A minimum five-second interval is recommended.

■ Avoid towing in snowy or icy conditions.

■ Pay particular attention to traffic merging onto the freeway, and be prepared to take evasive action to avoid “daydreamers.”

■ Plan ahead — most flat-towed dinghies can’t be backed more than a few feet, so it’s necessary to focus on easy ingress and egress. Most tow-bar manufacturers will not warrant damage caused by backing. Dollies tend to jackknife quickly. It’s better to disconnect the dinghy and drive to a safe place to reconnect.

■ Avoid having to make tight turns; they put a lot of pressure on tow bars.

■ Towing in deep sand or gravel may cause the dinghy’s front wheels to turn completely to one side. If this happens, you must manually recenterthem before continuing.

■ Walk around the motorhome and dinghy to inspect all connections, check tire pressure and look for signs of trouble every time you stop.

w■ Check tire pressure

of all tires on motor-home and dinghy —including spare tires.

■ Make sure the dinghyis set up for towing:steering unlocked;hand brake off; gear selector in theposition specified by manufacturer; ignition in proper position; lube-pumpswitch, driveshaftcoupler, 4WD trans-fer case and hubs (if applicable) inproper position.



Should you choose (or already own) a vehiclethat is not flat-towable as produced, there are

retrofit kits for many models. One retrofitter,Remco Manufacturing (www.remcotowing.com)estimates 80 percent of passenger vehicles can be modified to serve as dinghies with its line ofretrofit products.

For rear-wheel-drive (RWD) and some 4WDapplications, couplers enable the driveshaft to be easily disconnected from the transmission ordifferential by a cable or lever mounted near thedriver’s seat. These kits run about $650 and canbe installed in about three hours.

A transmission-lube pump can be mountedand plumbed into some automatic transmissionsto keep fluid circulating while the vehicle is in tow.

Other FWD vehicles can be adapted using aRemco axle-lock disengagement device. Checkwith your dealer to make sure a specific modi-fication does not affect the dinghy’s warranty.

Tow dollies also offer an alternative to flat-towing, although they take up space in camp. Remember that the dolly weight must be figuredin with the total weight of the dinghy.

Trailers track better than dollies, but they take up even more precious space in camp. Also, the weight of the trailer drastically cuts

into the total weight that can be pulled behind a motorhome, thereby making this method a distant third choice.

There are a number of other accessories for dinghy towing. Some, like dinghy braking devices, should be considered mandatory, while

others (such as rock guards and RV underskirts)protect against road debris. These componentsare addressed in “Towing Accessories” (page 28),along with dinghy wiring and lighting. ✱

Other Towing Equipment

BASEPLATE KITS ARE DESIGNED FOR SPECIFIC MODELS, AND

COME COMPLETE WITH ALL MOUNTING HARDWARE.

ONCE THE PROPER BASEPLATE IS INSTALLED, THIS CLEAN-LOOKING SETUP IS ALL THAT REMAINS WHEN THE TOWED

VEHICLE ISN’T HOOKED UP; COOLING DOESN’T SUFFER.

LUBE PUMPS ALLOW TOWING OF SOME AUTOMATIC-TRANSMISSION-EQUIPPED VEHICLES NOT MANUFACTURER-APPROVED FOR FLAT TOWING.

2008 Guide to Dinghy Towing SponsorsProduced by the editors of MotorHome for the publication’s January issue, the 2008 Guide

to Dinghy Towing was developed with assistance from the following manufacturers:

■ Automatic Equipment Manufacturing (Blue Ox Products), (888) 425-5382, www.aemfg.com.

■ Roadmaster, Inc., (800) 669-9690, www.roadmasterinc.com.

■ Winnebago Industries, Inc., (641) 585-3535, www.winnebagoind.com.

■ Workhorse Custom Chassis, (877) 294-6773, www.workhorse.com.

Hook, Plug & Play


The diesel pusher everyone is talking about also happens to be

the gas pusher everyone is talking about.

The all-new 2008 Itasca Latitude™ ushers in a new era of pusher motor homes. Choose your fl oorplan, then choose your

chassis: the 340-hp gas-powered Workhorse UFO™ or the Freightliner® XC with Cummins® 6.7L ISB diesel engine. Either way, the Latitude’s curved cabinetry, contemporary styling and abundant

interior and exterior storage will make you feel right at home.

© 2007 Winnebago Industries, Inc.

For a Latitude brochure or to fi nd a dealer call 1-800-643-4892 or visit winnebagoind.com

YEARS ON THE ROAD50


innovations by Workhorse Custom Chassis — a company that helped to almost eliminate the traditional weight-carrying differential betweendiesel and gas underpinnings — and contemporarychassis are evolving at an amazing rate. Along the way, chassis manufacturers have cast off historical limitations. For example, Freightliner hasmoved diesel engines to the front, and Workhorsereturned the favor with the industry’s first contem-porary rear-engined gas chassis.

Evolution, however, is usually tracked in smallerincrements — and less-stunning, but still impres-

Ever get down on your hands and knees and takea look at what lives under a modern motorhome?

Chances are, if it’s a big Class A, you’ll see elementsof the front and rear suspension, but the backboneof the motorhome is tucked up underneath thecoach, providing ample storage potential, structuralstability and torsional rigidity.

However, when it comes to chassis, there’s nothingparticularlyeye-catch-ing aboutthe mas-sive steelrails usedto supportour on-the-road lifestyles. But while full-body paint schemes ensurethat we roll down the highwayin style and state-of-the-artelectronics guarantee that we doit in comfort, it’s the chassis thatallows us to do so virtually without compromise.

The past few years have seen a number of

Choosing a Chassis

New motorhome chassis offer enhanced ridecomfort, unlimited floorplan possibilities, safety

improvements and greater towing capacities

12|2008 DINGHY TOWING GUIDEwww.motorhomemagazine.com

WORKHORSE UFOCHASSIS

012-MH0801 Dinghy-Choosing 10/23/07 12:17 AM Page 12

— the third chassis entry in theXC Series and the optionalZF IFS suspension with its60-degree wheel cut.

Workhorse recently introduced the UFO chassis

that carries a diesel-like26,000-pound GVWR. However,

the real newsworthy aspects of this unitcan be found in its name, an acronym for

Unlimited Floor Option — signifying the chassis’ flat floor, front-to-back — as well as

Universal Fuel Option. Simply put, the chassiscan be ordered with either gas or diesel power —

in pusher configuration. Workhorse has also implemented a number of refinements to existingsystems, chief among them the chassis cool packfor the W20, W22, W24 and W25.5 units that eliminates traditional coolers for the transmissionfluid and engine oil (replaced by a larger and more efficient condenser). Without these coolersimpeding airflow, auxiliary cooling fans in front ofthe radiator are no longer necessary. The system

uses fewer parts and is claimed to be more reliable.Spartan Chassis has also released a number of

refinements for 2008. With more horsepower and


sive, changes are apparent virtually acrossthe board as innovation among chassis builders is more competitive than ever.

Steel frames continue to getstronger in order to support the weight ofone of the industry’s newest trends, full-lengthslideouts, and some manufacturers have developednew designs that locate drivetrains lower in thechassis — providing flat floorplans from front torear and a much lower center of gravity to improvehandling. Wheel cut (the turning angle of the front wheels, measured in degrees) also continuesto evolve. Where longer motorhomes once backedout of tight spaces, you can now find coaches witha 60-degree wheel cut, providing a turning radiusakin to that of a full-size SUV.

What’s New for 2008

While Class C chassismakers continue to

refine their products, thebiggest news for 2008 isbeing generated by ClassA chassis engineers. Fordhas added two new ClassA chassis to its F-Serieslineup, offering 24,000- and 26,000-pound grossvehicle weight ratings (GVWR). Freightliner offers anew 34,600-pound GVWR XCL diesel-pusher chassis

SPARTAN MM

SPRINTER CHASSIS

Chassis Weight FormulasGVW = ACTUAL WEIGHED TOTAL OF: Motorhome + full fuel, (gross vehicle weight) fluid tanks (holding and water) and LP-gas + cargo weight +

passenger weight.

GVWR = Chassis manufacturers’ maximum allowable weight (gross vehicle weight rating) of the fully loaded motorhome (including passengers,

fuel, LP-gas, fluids and cargo).The GVW must never exceed the GVWR.

GCW = ACTUAL WEIGHED TOTAL OF: Motorhome + full fuel, (gross combined weight) fluid tanks, LP-gas + cargo weight + passenger weight +

the loaded weight of anything being towed (dolly, trailer or dinghy).

GCWR = Chassis manufacturers’ maximum allowable weight (gross combined weight rating) of the fully loaded motorhome (including passengers,

fuel and fluid tanks, LP-gas and cargo) + the loaded weight of anything being towed (dolly, trailer or dinghy). The GCW must never exceed the GCWR.

012-MH0801 Dinghy-Choosing 10/23/07 12:04 PM Page 13


CLASS CModel Wheelbases Engine(s) GVWR GCWR Towing

(inches) (lbs.) (lbs.) Allowance (lbs.)*

Chevrolet

G3500 139, 159, 177 GM 6.0-L V-8 9,600-12,300 16,000 8,100345 HP/380 LB-FT

GM 6.6-L V-8 Diesel 9,600-12,300 17,000 10,000250 HP/460 LB-FT

Chevrolet/Workhorse

159, 169, 183, GM 6.0-L V-8 14,050 17,500 3,500191, 221 323 HP/373 LB-FT

Dodge

Sprinter 144, 170 Mercedes-Benz 8,550-11,030 18,530 7,5003.0-L V-6 Diesel154 HP/280 LB-FT

Mercedes-Benz 3.5 L V-6254 HP/250 LB-FT

Ford

E-350SD 138, 158, 176 Ford 5.4-L V-8 11,500 20,000 10,000255 HP/350 LB-FT

Ford 6.8-L V-10305 HP/420 LB-FT

Ford 6.0-L V-8 Diesel235 HP/440 LB-FT

E-450SD 158, 176 Ford 6.8-L V-10 14,050 20,000 10,000305 HP/420 LB-FT

Ford 6.0-L V-8 Diesel235 HP/440 LB-FT

* Depending on actual motorhome weight.

Choosing a Chassis

torque on tap, GVWR ratings have also taken a jump for the positive. Recentimprovements, like extended-life coolant, are standard.

No matter which chassisis used as the foundationfor your next coach, per-haps the most welcomechange across the board isthe increase in GVWR and gross combined weight rating (GCWR). The difference between

these two numbers is es-sentially the towing allowance for the coach,and should not be exceed-ed. With few exceptions,tow ratings of even thelowest-rated coaches (asseen in the accompanyingcharts) provide a towingcapability of at least 4,000pounds, covering mostpopular dinghy choices,with some rated to tow inexcess of 10,000 pounds.

It’s important to notethat the numbers are for gross weight — withsupplies and passengers

aboard the motorhome and all supplies aboard the dinghy. The towing allowance suggested in the

FREIGHTLINER FRED


THE WORKHORSE UFO QUIET CABIN The UFO chassis is the only gas pusher motor

home platform available, providing the quietest cabin of any gas motor home on the

road. It’s the perfect place to talk, so you better brush up on your listening. Take a

test drive now. Call 800.826.5604 or visit workhorse.com or driveaufo.com.

WITH THE WORKHORSE UFO, YOU CAN HEAR EVERY WORD SHE SAYS

AND STILL HAVE NO IDEA WHAT SHE’S TALKING ABOUT.

™

©20

07 W

orkh

orse

Cus

tom

Cha

ssis


accompanying data is vi-able only if the chassis is not overloaded. A trip to the scales will tell the tale; weigh the front andrear axles individually to ensure thatone or the other is not overloaded,even if the GVWR is not violated.

In selecting a new motorhome,cargo carrying capacity (CCC), an industryweight designation that is posted in every new coach, is also an important consideration. It informs the owner of the cargo weight that can be added to the coach. For example, if thechassis is overloaded by 1,000 pounds, thatamount of weight should be subtracted from the dinghy weight allowance in order to avoid

violating the GCWR. Of course,overloading,whether it beGVWR, grossaxle weightrating (GAWR)or GCWR, mustbe avoided.

Chassisbuilders vary in their approach torecommending

auxiliary braking for a dinghy, with brakes recom-mended by most for towed loads exceeding 1,500pounds. Compression- or exhaust-braking systemsare highly recommended for diesel-powered chassisin any dinghy towing situation — especially one in which the owner has opted not to use a dinghybrake actuation system. ✱


WORKHORSE W25.5

CLASS AModel Wheelbases Engine(s) GVWR GCWR Towing


DynoMax (Country Coach)

Tribute 239, 263 Caterpillar C9 9.3-L I-6 37,200 47,200 10,000425 HP/1,350 LB-FT

Cummins ISL 8.9-L I-6425 HP/1,200 LB-FT

Inspire 205, 229, 265, Caterpillar C9 9.3-L I-6 37,200-45,200 47,200-55,200 10,000277, 279 425 HP/1,350 LB-FT


Allure 219, 243, Caterpillar C9 9.3-L I-6 47,600 57,600-62,600 10,000-15,000279, 296 425 HP/1,350 LB-FT


CUMMINS ISM 10.8-L I-6500 HP/1,550 LB-FT

Intrigue 234, 270, 294 Caterpillar C13 12.5-L I-6 47,600 62,600 15,000525 HP/1,750 LB-FT

Cummins ISM 10.8-L I-6500 HP/1,550 LB-FT

Magna 241, 265, 289 Caterpillar C15 15.2-L I-6 52,000 67,000 15,000625 HP/1,900 LB-FT

Cummins ISX 14.9-L I-6600 HP/1,850 LB-FT

Affinity 241, 265, 289 Caterpillar C15 15.2-L I-6 52,000 67,000 15,000625 HP/1,900 LB-FT



Choosing a Chassis





Rhapsody 292 Caterpillar C15 15.2-L I-6 59,000 79,000 20,000625 HP/2,150 LB-FT

Ford

F-Series 158, 178, 190, Ford 6.8-L V-10 16,000, 18,000, 26,000-30,000 4,000-10,000Super Duty 208, 228, 242 362 HP/457 LB-FT 20,500, 22,000,

24,000, 26,000

Foretravel

Phenix 252, 276, 304 Cummins ISX 15-L I-6 52,000 60,000 18,000600 HP/1,850 LB-FT

Nimbus 228, 252, 276 Cummins ISL 8.9-L I-6 34,800-46,800 51,000-60,000 15,200-16,200425 HP/1,200 LB-FT

Cummins ISM 11-L I-6500 HP/1,550 LB-FT

Freightliner

MC (FRED) 178, 190, 208, 228, Cummins ISB 5.9-L I-6 22,000-27,500 26,000-30,000 NA (1)

242, 246, 250, 300 HP/620 LB-FT

252, 254, 260, 270 340 HP/660 LB-FT

XCS 190, 193, 200, 203, Cummins ISB 5.9-L I-6 26,000-32,400 30,000-42,400 NA (1)

208, 228, 242, 300 HP/620 LB-FT

252, 262, 266, 276 340 HP/660 LB-FT

325 HP/750 LB-FT

350 HP/750 LB-FT

Cummins ISC 8.3-L I-6360 HP/1,050 LB-FT

XCR 193, 200, 203, 208, Cummins ISB 5.9-L I-6 26,000-45,600 30,000-55,600 NA (1)

216, 228, 234, 238, 300 HP/620 LB-FT

242, 248, 252, 262, 340 HP/660 LB-FT

266, 272, 276, 325 HP/750 LB-FT

282 (Tag), 288 (Tag) 350 HP/750 LB-FT

Cummins ISC 8.3-L I-6360 HP/1,050 LB-FT


400 HP/1,200 LB-FT

425 HP/1,200 LB-FT

XCL 228, 267 Cummins ISB 5.9-L I-6 29,500-34,600 39,500-44,600 NA (1)

350 HP/750 LB-FT


425 HP 1,200 LB-FT

XCP Powerliner 252, 282, Cummins ISM 10.8-L I-6 44,600-47,780 59,600-62,780 NA (1)

292, 296 500 HP/1,550 LB-FT

(1) Determined by coach manufacturer.

Liberty (Fleetwood Enterprises)

40J, 40X, 40Z 266-278 Cummins ISL 8.8-L I-6 34,600 49,600 15,000425 HP/1,200 LB-FT


012-MH0801 Dinghy-Choosing 10/24/07 12:08 PM Page 17




42C, 42F, 42G, 302 Cummins ISL 8.8-L I-6 44,600 59,600 15,00042L, 42R, 42V 425 HP/1,200 LB-FT

Cummins ISM 11.0-L I-6500 HP/1,550 LB-FT

(available on select models only)45A, 45B, 45D, 266-304 Cummins ISM 11.0-L I-6 44,600-50,600 59,600-65,600 15,00045E, 45H 500 HP/1,550 LB-FT


(available on select models only)

Peak Custom Chassis (Western RV)

PC-Series 217 (PC-34) Cummins ISL 8.9-L I-6 33,000 43,000 10,000242 (PC-36) 425 HP/1,200 LB-FT

278 (PC-40)

Roadmaster (Monaco Coach Corporation)

RSR 192-216 Cummins ISB-AD 5.9-L I-6 22,000 26,000 4,000325 HP/600 LB-FT

RR4R 204-252 Caterpillar C7 7.2-L I-6 27,500 33,000 7,000330 HP/860 LB-FT

RR8R 213-261 Cummins ISC 8.3-L I-6 33,000-43,000 43,000-53,000 10,000330 HP/950 LB-FT


Caterpillar C7 7.2-L I-6350 HP/860 LB-FT

RR8 S224-272 Cummins ISL 8.9-L I-6 34,600 44,600 10,000400 HP/1,200 LB-FT

Caterpillar C9 8.8-L I-6400 HP/1,100 LB-FT

RR10S 270 Caterpillar C9 8.8-L I-6 34,600 44,600 10,000350/400 HP/1,100 LB-FT


S-Series 236-286 Cummins ISL 8.9-L I-6 44,600-50,160 54,600-60,160 10,000400 HP/1,200 LB-FT

Cummins ISM-II 11.0-L I-6500 HP/1,550 LB-FT


Caterpillar C13 12.5-L I-6525 HP/1,650 LB-FT

Spartan

NVS Per coach- Cummins 23,000-25,500 28,000 5,000builder’s specs ISB 5.9-L I-6

300 HP/620 LB-FT


Choosing a Chassis





NVS GT Per coach- Cummins ISC 8.3-L I-6 24,000-29,500 34,000-39,500 10,000builder’s specs 330 HP/1,000 LB-FT

NVS ME Per coach- Cummins ISC 8.3-L I-6 24,000-29,500 34,000-39,500 10,000builder’s specs 330 HP/1,000 LB-FT

K2 Per coach- Cummins ISM 11-L I-6 44,600-46,600 59,600-61,600 15,000builder’s specs 500 HP/1,550 LB-FT (with tag axle) (with tag axle)

K3 Per coach- Cummins ISX 15-L I-6 50,600-54,000 65,600-69,000 15,000builder’s specs 600 HP/1,850 LB-FT (with tag axle) (with tag axle)

Mountain Per coach- Cummins ISC 8.3-L I-6 29,600-34,600 39,600-46,600 10,000-12,000Master builder’s specs 360 HP/1,200 LB-FT

Mountain Per coach- Cummins ISL 8.9-L I-6 31,600-34,600 46,600-49,600 15,000Master GT builder’s specs 425 HP/1,200 LB-FT 41,600-44,600 56,600-59,600

(with tag axle) (with tag axle)Mountain Per coach- Cummins ISL 8.9-L I-6 29,600-34,600 39,600-49,600 10,000-15,000Master ME builder’s specs 425 HP/1,200 LB-FT 41,600-44,600 56,600-59,600

(with tag axle) (with tag axle)

Winnebago

Maxum 267 Cummins ISL 8.9-L I-6 32,350-34,320 42,350-44,320 10,000400/425 HP/1,200 LB-FT

Workhorse

W16 158.5, 178, 190, GM 8.1-L V-8 16,000 22,000 6,000208, 228 340 HP/455 LB-FT

W18 158.5, 178, 190, GM 8.1-L V-8 18,000 22,000 4,000208, 228 340 HP/455 LB-FT

W20 190, 208, GM 8.1-L V-8 20,700 26,000 5,300228 340 HP/455 LB-FT

W21 208, 228, 242 GM 8.1-L V-8 21,200 26,000 4,800340 HP/455 LB-FT

W22 208, 228, GM 8.1-L V-8 22,000 26,000 4,000242 340 HP/455 LB-FT

W24 208, 228, GM 8.1-L V-8 24,000 30,000 6,000242 340 HP/455 LB-FT

W25.5 208, 228, GM 8.1-L V-8 25,500 30,000 4,500242 340 HP/455 LB-FT

UFO 208, 228, GM 8.1-L V-8 26,000 30,000 4,000242, 262 340 HP/455 LB-FT

International MaxxForce 7350 HP/650 LB-FT

R28 208, 228, 242, Caterpillar C7 7.2-L I-6 28,000 40,000 12,000252, 262, 276 360 HP/925 LB-FT






2008 DinghyRoundup

From lightweight to luxury and everything in between, this year’s guide offers a number

of interesting and exciting choices

(along with their specific requirements) and only those that can be towed at a minimum speed of 55 MPH for no less than 200 miles at atime. Bear in mind that because intro dates vary widely these days, and because much of the information from the manufacturer may be preliminary at press time, some of the factsand figures presented are subject to change. In fact, some potentially approved vehicles may not be included here because there isn’t

C hoosing the right dinghy vehicle these days is simply a matter of personal choice —

no longer are you limited to manual transmis-sions and front-wheel-drive cars. Today, you can choose from lightweight economy models to luxury cars, all-wheel-drive (AWD) models and even a few hybrids.

As with previous years, we’re only listing those vehicles that have been approved by their manufacturers for four-down towing

FORD FOCUS

020-MH0801 Dinghy-Dinghy R 10/22/07 2:11 PM Page 20


ChryslerRetaining its title as the only pickup in its segment

to offer a V-8 engine, the 2008 Dodge Dakotaups the ante with a more powerful 4.7-L V-8 enginethat not only offers 302 HP (31 percent increase) and 329 LB-FT of torque (13 percent increase), butalso better fuel economy and increased refinement.Ordered as a 4WD, the midsize pickup is flat-towablewith both the automatic and manual transmissions.The restyled Dakota is offered in two body styles –Extended Cab and Crew Cab – and six trim levels: ST, SXT, SLT, TRX4, Sport and Laramie.

FordIn some cases, it’s a case of “what’s old is new again” at Ford. The sole “new” offering is the ’08 Focus (facing

page), which features all new styling and towability when ordered with the manual transmission. Apparently,consumers didn’t get the Ford 500, so the company reverted to the trusty Taurus name. Available in front- or all-

wheel drive, Taurus is powered by a 263-HP 3.5-L DuratecV-6 engine and a six-speed automatic transmission.

If the Taurus X looks familiar, that’s because it’sbased on what used to be called the Ford Freestyle, but that doesn’t mean it’s the same vehicle. The seven-passenger Taurus X benefits from a new 3.5-L V-6 andsix-speed automatic transmission, standard electronicstability control, side air bags and Ford’s Safety Canopycurtain air bags for all three rows. One-touch flip-and-fold second-row seating and an available power lift

gate conspire to provide enhanced cargo convenience. A new look, inspired by the Ford Edge, features a three-bar chrome grille as well as a restyled hood, front fenders, front/rear fascia and chrome-tipped exhausts.You can also opt for AWD, as well as a number of other features, including DVD-based navigation.

GMGeneral Motors is definitely the star of this year’s dinghy

roundup, with many towable models to choose from.Having introduced the GMC Acadia and Saturn Outlooklate in 2006 as 2007 models, this year it follows suit with theluxurious Buick Enclave. Like its sister products, the Enclaverides on GM’s new Lambda chassis architecture and featuressmooth-riding four-wheel independent suspension, seatingfor up to eight and your choice of front- or all-wheel drive.

Chevy’s smaller SUV, the Equinox, is now available in aSport model that is also towable. The Sport brings the heatwith a 3.6-L, 264-HP V-6 engine mated to a six-speed automatic transmission exclusively. Sport-tuned suspension and unique exterior/interior treatments are also part of the package.

Hummer has introduced an Alpha version of its popular H3 SUV. Looking much like the current version, the Alpha model differs significantly in its underhood muscle with a 5.3-L V-8 pumping out 300 HP. It’s connected to a standard four-speed automatic transmission.

require very specific procedures be followed before/during towing to prevent damage.

If the owner’s manual contains no informationabout flat-towing, or the section recommendsagainst flat-towing, you’re not necessarily out of luck; there are kits and products designed tomake flat-towing a nontowable vehicle possible,and you’ve probably seen many “nontowable”cars being towed with success. However, there is the possibility that the act of flat-towing,

enough information on them yet.That said, it behooves you to do some addi-

tional research before buying one of the vehicleslisted in this guide. Visit the dealer, and ask to see a copy of the owner’s manual. Look in theindex under “flat towing” or “recreational tow-ing” to find instructions for towing the vehicle in question. This will not only tell you if the vehicle is, in fact, towable, but what is involved.Some vehicles are easy to tow, while others may

NEW MODELS FOR 2008

DODGE DAKOTA

TAURUS X

BUICK ENCLAVE



Pontiac’s G6 and its new Torrent GXPSUV are also interesting dinghy choices. Thesleek G6 is available in coupe or sedan, andthis year the division introduced a sporty GXPmodel featuring a 3.6-L engine with 252 HP.

Saturn returns to dinghy-friendly statusin ’08 with its big sedan, the Aura, and its replacement for the ION, the all-new Astra.The Aura offers the choice of four- or six-cylinder power with automatic transmission,and a Green Line hybrid model is also available. The Astra, meanwhile, comes in three- and five-door iterations in two trim levels, and is powered by a 1.8-L Ecotec four-cylinder engine matedto either a manual or automatic transmission, both of which are towable.

HyundaiHyundai has a variety of towable

vehicles, and this year it adds its luxury SUV, the Veracruz, to the list. TheVeracruz has three rows for up to sevenpassengers — perfect for those family visits. The Veracruz is available in threetrim levels — GLS, SE and Limited — and comes standard with a 3.8-L engine,six-speed automatic transmission, stabilitycontrol, anti-lock brakes and front, side and side-curtain air bags. Availableequipment includes niceties such as an LG navigation system, leather seating anda rear-seat DVD entertainment system.

ScionThis year, Toyota’s youth division,

Scion, has removed its compactxA, replacing it with the new xD.Based on Toyota’s Yaris, the xD is a five-door hatchback powered by a fuel-sipping 1.8-L engine thatproduces a respectable 128 HP. The five-speed manual version is towable, and it can be had for less than $15,000.

2008 Dinghy Roundup

and/or the installation of a towing product on a nonapproved vehicle, can void the vehicle’swarranty so check with the provider of the aftermarket kit for specific details.

We are well aware of the fact that there are a lot of vehicles out there that are towed successfully, regardless of what the manufacturerclaims. (For example, Honda cars are not officiallyapproved, but are often towed by motorhomeowners.) This is usually because the manufacturerhasn’t verified that the vehicle can be towed,

and/or because they don’t want to deal with“perceived legal ramifications” that may arise as a result of dinghy towing.

The following is a list of the newest towablesas well as a brief description of each.

Happy shopping! ✱

NEW MODELS FOR 2008

SATURN ASTRA

HYUNDAI VERACRUZ

SCION XD

This guide addresses only 2008 vehicles. Guides for earlier model years are available online at www.motorhomemagazine.com.




Passenger CarsBase Curb Speed/Distance Towable with Towable with Mileage Approx. Retail

Model Weight Limits Manual Trans. Auto Trans. City/Hwy. Price Range

Chevrolet

Cobalt Sedan/Coupe 2,780 65 MPH/None Yes Yes 24/33 $14,295-$19,495HHR 3,155 65 MPH/None Yes Yes 22/27 $16,795-$17,795Malibu 3,415 65 MPH/None NA Yes 22/30 $19,995-$26,995

Chrysler

PT Cruiser 3,070 None Yes No 21/26 $15,655-$23,300

Ford/Mercury

Focus 2,588 None Yes No 24/35 $14,695-$16,995Fusion/Milan 3,101 None Yes No 20/29 $17,770-$25,530Taurus (FWD/AWD) 3,741 None NA Yes (1) 18/28 $23,995-$25,845(1) All-wheel-drive vehicles cannot be towed on a dolly.

Hyundai

Accent 2,365 None Yes No 27/32 $10,400-$15,000Elantra 2,723 None Yes No 25/33 $13,400-$17,900Sonata 3,253 None Yes No 21/30 $17,500-$24,000Tiburon 2,898 None Yes No 20/28 $16,700-$22,100

Infiniti

G35 Sport Coupe 3,668 60 MPH/500 MI(1) Yes No 17/26 $34,000-$35,550

G35 Sport Sedan 3,532 60 MPH/500 MI(1) Yes No 19/26 $31,000-$33,000

(1) Idle engine in NEUTRAL for several minutes every 500 miles.

Mercedes-Benz

smart fortwo 1,800 None NA Yes 40+ $11,590-$16,590

Nissan

350Z Coupe 3,339 60 MPH/500 MI(1) Yes No 20/27 $27,650-$36,850

350Z Roadster 3,580 60 MPH/500 MI(1) Yes No 19/26 $35,000-$41,000

Altima 3,107 60 MPH/500 MI(1) Yes No 26/35 $17,750-$29,650

Sentra 2,853 60 MPH/500 MI(1) Yes No 28/34 $14,750-$20,525

Versa 2,722 60 MPH/500 MI(1) Yes No 30/34 $12,550-$15,550

(1) Idle engine in NEUTRAL for several minutes every 500 miles.

Pontiac

G5 2,991 65 MPH/None Yes Yes 24/33 $15,525-$19,635G6 3,305 65 MPH/None No Yes 22/30 $18,495-$27,215(all except convertible)Torrent GXP 3,813 65 MPH/None NA Yes 16/24 $27,995-$29,595Vibe 2,700 None Yes No 26/33 $17,345-$21,000

Saturn

Aura Green Line Hybrid 3,529 65 MPH/Unlimited NA Yes 24/32 $22,695Aura XE I-4 3,529 65 MPH/Unlimited NA Yes 22/30 $20,395Aura XR V-6 3,647 65 MPH/Unlimited NA Yes 17/26 $20,995-$24,995Astra 3-dr 2,833 65 MPH/Unlimited Yes Yes NR $18,495Astra 5-dr 2,921 65 MPH/Unlimited Yes Yes NR $15,995-$17,545NR = No rating.

Scion

tC 2,905 None Yes No 20/27 $15,300-$17,000xB 3,020 None Yes No 22/28 $15,650xD 2,625 None Yes No 27/33 $14,550

2008 Dinghy Roundup



Trucks/SUVsBase Curb Speed/Distance Towable with Towable with Mileage Approx. Retail


Buick

Enclave 2WD CX/CXL 4,780 65 MPH/None NA Yes 16/24 $32,790-$34,990Enclave 4WD CX/CXL 4,985 65 MPH/None NA Yes 16/22 $34,790-$36,990

Chevrolet/GMC

Acadia 2WD SLE/SLT 4,722 65 MPH/None NA Yes 16/24 $29,845-$36,255Acadia 4WD SLE/SLT 4,936 65 MPH/None NA Yes 16/22 $31,845-$38,255Avalanche 1500 4WD 5,645 None NA Yes 14/19 $36,610Colorado/Canyon 3,375 None Yes Yes 17/22 $13,810-$24,900Sierra 3,818 65 MPH/None NA Yes (Sport only) 16/24 $27,995-$29,595Silverado 1500 4,687 None NA Yes 15/20 $21,1854WD Reg CabSuburban/ 5,745 None NA Yes 14/19 $40,985-$41,790Yukon XL 1500 4WDSuburban/ 6,328 None NA Yes NR $42,370-$43,190Yukon XL 2500 4WDTahoe/Yukon 4WD 5,537 None NA Yes 14/20 $38,795-$39,490TrailBlazer/Envoy 4WD 4,594 None NA Yes 14/20 $25,440-$35,280Note: Chevrolet weights shown. GMC weights may be higher, depending on model.NR = No rating.

Dodge

Dakota 4WD 4,485 None Yes Yes 16/20 $23,685-$31,100Durango 4WD 4,952 None NA Yes 13/18 $29,735-$37,215Ram 4WD 5,240 None Yes Yes 13/17 $26,050-$48,925

Ford/Mazda/Mercury

Edge (FWD/AWD) 4,078 65 MPH NA Yes (i) 16/24 $25,330-$32,070Escape/Mariner Hybrid 3,594 75 MPH/None NA Yes 34/30 $26,265-$28,705Escape/Tribute I-4 3,176 70 MPH/None Yes No 22/28 $18,770-$25,520

Passenger CarsBase Curb Speed/Distance Towable with Towable with Mileage Approx. Retail


Subaru

Impreza 2.5i Sedan/ 3,064 None Yes No 20/27 $16,995-$21,640WRX/Outback SportLegacy 3,270 None Yes No 20/27 $20,495-$34,640Outback 3,350 None Yes No 20/26 $21,995-$34,840

Suzuki

SX4 Crossover (1) 2,849 55 MPH/200 MI Yes No 23/28 $15,270SX4 Sport 2,745 55 MPH/200 MI Yes No 21/28 $14,770(1) Console-mounted selector must be in the 2WD position.

Toyota

Camry 3,285 None Yes No 21/31 $18,570-$28,640Camry Solara 3,175 None Yes No 21/31 $19,930-$22,200Corolla 2,530 None Yes No 28/37 $14,405-$15,615Corolla Matrix 2,679 None Yes No 26/33 $15,510-$16,990Yaris 2,293 None Yes No 29/36 $11,300-$12,975





Ford/Mazda/Mercury (continued)

Explorer 4WD V-6 4,606 None NA Yes (e) 13/19 $30,770-$34,540Explorer 4WD V-8 4,702 None NA Yes (f) 13/19 $29,345-$35,835Explorer Sport Trac 4,740 None NA Yes (e) 13/19 $30,770-$34,5404WD V-6Explorer Sport Trac 4,830 None NA Yes (f) 13/19 $29,345-$35,8354WD V-8F-150 4WD (g) 5,058 55 MPH/None NA Yes (b,h) 13/17 $23,190-$38,795F-150 V-6 4,904 None Yes (c) No 14/20 $17,345-$22,895F-250/F-350 5,970 None Yes (a,b,c) Yes (b,h) NR $22,390-$39,100Ranger/B-Series 3,012 55 MPH/None Yes (a,c) Yes (d)* 21/26 $16,170-$18,165Taurus X (FWD/AWD) 4,033 65 MPH NA Yes (i) 15/24 $26,615-$32,185(a) Electronic Shift-on-the-Fly rotary control in 2-high position and transmission in NEUTRAL (with 4 × 4 only).(b) Manual transfer case shifted into NEUTRAL (with 4WD only).(c) Manual transmission in NEUTRAL.(d) Only 4WD with dealer-installed Neutral Tow Kit (Part #3L2Z-7H332-AA).(e) Only 4WD with dealer-installed Neutral Tow Kit (Part #1L2Z-7H332-AB).(f) Only 4WD with dealer-installed Neutral Tow Kit (Part #6L2Z-7H332-A).(g) Excludes Harley-Davidson model.(h) 4WD with manual transfer case only (not Electronic Shift-on-the-Fly).(i) All-wheel-drive vehicles cannot be towed on a dolly.* With Neutral Tow Kit available from Ford dealer (Ranger and B-Series mechanically similar).NR = No rating.

Honda

CR-V FWD/AWD 3,500 65 MPH/None Yes Yes (1) 23/30 $20,600-$28,000(1) Recirculate transmission fluid every eight towing hours following the procedure in the vehicle owner’s manual.

Hummer

H2 6,614 None NA Yes NR $55,510H2 SUT 6,614 None NA Yes NR $55,555H3 4,700 None Yes Yes 13/18 $30,695H3 Alpha 4,854 None NA Yes 13/16 $38,645NR = No rating.

Hyundai

Santa Fe 2WD 3,727 Legal/None Yes No 18/24 $21,100-$28,100Tucson 2WD 3,240 Legal/None Yes No 20/25 $17,000-$23,900Veracruz 2WD 4,266 Legal/None Yes No 16/23 $26,300-$34,000

Jeep

Commander Sport (1) 4,796 None NA Yes 13/18 $18,225Grand Cherokee 4,640 None NA Yes 14/19 $30,490Laredo 4WD (1)

Liberty Sport 4WD 4,222 None Yes Yes 16/22 $20,990-$26,795Wrangler 4WD 3,760 None Yes Yes 15/19 $19,320-$30,195(1) With 4.7-L engine and NV245 transfer case (Quadra-Trac II/Quadra-Drive II option).

Nissan

Frontier 2WD I-4 3,675 60 MPH/500 MI (1) Yes No 22/25 $16,000-$17,100Frontier 2WD V-6 4,139 60 MPH/500 MI (1) Yes No 17/21 $18,950-$25,100Frontier 4WD V-6 4,307 60 MPH/500 MI (1) Yes No 15/20 $21,650-$27,500Xterra 2WD 4,150 60 MPH/500 MI (1) Yes No 17/22 $20,050-$25,900Xterra 4WD 4,360 60 MPH/500 MI (1) Yes No 17/21 $22,100-$27,950(1) Idle engine in NEUTRAL for several minutes every 500 miles.

2008 Dinghy Roundup



SubaruThe Subaru Impreza and WRX

sedan/wagon are all new this year. A more mainstream look, more interiorspace and improved overall refinementwere Subaru’s goals. And although largerin almost every dimension, Subaru main-tains that there is no increase in weight.The engine and drivetrain are likely unchanged, although the engines havebeen retuned to improve low-end power.The Impreza and WRX are towable with a manual transmission, and all Subarumodels benefit from full-time AWD.

SuzukiSuzuki introduced its diminutive

AWD SX4 compact sportcrossover last year, and follows up for ‘08 with the front-wheel-drive SX4 sedan. The SX4 sedan is powered by a 2.0-L four-cylinderengine that is rated at 143 HP, and is towable with the five-speedmanual transmission only. Stan-dard features include an AM/FM/MP3/CD audio system with fourspeakers, four-wheel disc brakeswith ABS and six air bags. ✱



Saturn

VUE Green Line Hybrid 3,789 65 MPH/Unlimited NA Yes 25/32 $24,795VUE XE AWD 4,325 65 MPH/Unlimited NA Yes 15/22 $24,515VUE XE FWD 3,825 65 MPH/Unlimited NA Yes 19/26 $21,395VUE XR AWD 4,035 65 MPH/Unlimited NA Yes 16/22 $26,895VUE XR FWD 4,076 65 MPH/Unlimited NA Yes 16/23 $24,895Outlook XE AWD 4,905 65 MPH/Unlimited NA Yes 16/22 $29,990Outlook XE FWD 4,700 65 MPH/Unlimited NA Yes 16/24 $27,990Outlook XR AWD 4,955 65 MPH/Unlimited NA Yes 16/22 $32,990Outlook XR FWD 4,750 65 MPH/Unlimited NA Yes 16/24 $30,290

Subaru

Forester 2.5X 3,090 None Yes No 20/27 $21,195-$27,895

Suzuki

Grand Vitara (1) 3,582 55 MPH/None Yes Yes 17/21 $19,349-$23,749(1) Only Grand Vitara models fitted with 4WD are recommended for flat tow. Automatic-transmission models: flat tow with transfer case in NEUTRAL

and transmission in PARK. Manual-transmission models: flat tow with transfer case in NEUTRAL and transmission in second gear and the steeringwheel lock must be in the unlocked position.

NEW MODELS FOR 2008

SUBARU IMPREZA

SUZUKI SX4



the dinghy are requiredin all 50 states and allCanadian provinces, sothis isn’t a step that youcan overlook. (Neitherside clearance nor back-up lights are required,and are rarely used.)

The most commonsource of dinghy wiringconfusion revolvesaround differences inthe way the turn-signallights are wired on various cars and motor-homes. Some modelsare wired to supplyturn-signal power tothe same bulbs that areused for the brakelights(commonly referred to as a 4-wire system),while others use sepa-rate amber bulbs for the rear turn signals (a 5-wire system). Notethat 4- and 5-wire sys-tems are used on bothmotorhomes and cars,so any one of four different solutions may be needed for anyparticular application.

The research hasbeen done, the

financing arranged, thepapers signed … andthat brand-new dinghyvehicle is now sitting inyour driveway. You’veshopped carefully topick a model that’s certified by its manufac-turer for flat-towing,you’ve checked the vehicle’s weight to confirm that it’s withinyour motorhome’s safetowing capabilities andyou’ve ordered it withany requisite factory op-tions to make it towablewith all wheels rolling.

Now what?As any seasoned

motorhome owner willtell you, there are a lotof steps involved in get-ting a new vehicle tothe point where it canbe towed safely. Sadly,no automaker offers aplug-and-play solutionthat makes its productsready for safe dinghytowing right from the

factory. Thus, it’s up toyou (and perhaps aknowledgeable towingequipment dealer) toget the job done right.

Dinghy Wiring

One of the most im-portant aspects of

dinghy prep involvesconnecting the wiringbetween the two vehi-cles. Tail, brake and turnsignals on the back of

PLUG RECEPTACLES ADDED

TO DINGHY AND MOTOR-HOME ALLOW EASY HOOKUP

OF ELECTRICAL CONNECTOR

FOR TAILLIGHTS, TURN SIG-NALS AND SUPPLEMENTAL

BRAKING SYSTEM.

ALL-IN-ONE KITS, LIKE

THIS COMBO KIT FROM

ROADMASTER, INCLUDE

EVERYTHING NEEDED FOR

A SAFE HOOKUP, FROM

WIRING DIODES AND A

SOCKET BRACKET TO SAFETY

CHAINS AND PADLOCKS.

Adapters are readilyavailable to electron-ically match the wiringsystems of the dinghyand motorhome.

The traditionalmethod of wiring adinghy vehicle involvesthe use of steering diodes, which functionas one-way gates to the flow of electricity,allowing power from either the motorhomeor vehicle to be suppliedto the rear bulbs. Be-cause no electricity canflow backward througha diode, it also preventspower from the motor-home from being inad-vertently introduced toany other circuits in thedinghy vehicle.

Many late-model vehicles are equippedwith on-board diag-nostics that continu-ously check for properoperation of the turn-signal and brakelightbulbs. Unfortunately,the introduction ofaftermarket steeringdiodes into the vehicle’swiring can “fool” thisdiagnostic function,typically causing it togive false warningsabout burned-out bulbs.

For this reason, it isbecoming more com-mon to modify each of

Towing AccessoriesProper dinghy prep, from auxiliary braking systems to lights, is essential for safe travel

028-MH0801 Dinghy-Towing A 10/23/07 12:15 AM Page 28


the vehicle’s tail-lampassemblies to accept a separate bulb. Thisbulb is then connecteddirectly to the motor-home, eliminating any connections to the vehicle’s existingwiring harness. Thismodification isn’t forthe squeamish, since itusually involves drillinga large hole in the tail-lamp reflector. Fortu-nately, special snap-insockets are availablethat make this jobsomewhat easier. Sincethe new socket takes up considerable spacebehind the lamp assem-bly, care must be takenin selecting a locationfor the new hole thatavoids socket interfer-ence with any other objects behind it.

Note that moststates allow the turnsignals to be either red or amber in color,but only permit thebrakelights to be red.Thus, on automobilesequipped with amberturn signals, the newsocket is typically installed behind the red brake-lamp lens.

In situations wheremodifications to thedinghy’s original wiringeither aren’t desirableor practical, a set of removable towing lightsoften provides a work-able solution. Most ofthese products are af-fixed with magnets,

routed inside or under-neath the vehicle, al-lowing the lights to bequickly removed andstowed inside the trunk.Several companies offerwireless removabletowing lights, therebyeliminating the need forthis cable altogether.

Although manymotorhomes come witha factory-installed 4- or5-pin connector, there

pin for ground, in order to avoid drawingexcessive currentthrough the existingone). Also, some auxil-iary braking systems require connections to the motorhome, further increasing theconnector-pin count.

Ideally, the industry-standard connectionscheme should be ob-served when installingthis new connector, sothat it can also be usedwhen towing boats,ATVs, horse trailers, etc.

Unfortunately, since no industrywidestandard exists for wirecolor codes used in automobiles, anotherhurdle in dinghy wiringinvolves identifying the proper wires for the stop, turn and taillamps (as well as a suit-able ground connec-tion). If you’ve had theforesight to purchase aservice manual for yourparticular vehicle, thiscan sometimes be ac-complished by visual in-spection of the wireharness. More oftenthan not, it involvesconnecting a test lightto each suspected wirein order to match itwith the correspondingbulb. Note that on 4-wire systems, the samewire may be “hot”when either the brakeor one of the turn

signals is operated.When splicing

diodes or other connec-tions into the vehicle’swiring harness, it is important to use top-quality connectors or splices. In order to prevent any chanceof corrosion, all connec-tions should be water-proof. Heat-shrink tubing works very well for this purpose, as does self-vulcanizingplastic tape.

AN RV UNDERSKIRT WILL KEEP TOWING APPARATUS CLEAN —AND IT ALSO HELPS PROTECT THE FRONT OF THE TOWED

VEHICLE FROM ROAD DEBRIS.

although some modelscan be equipped withsuction cups or hook-and-loop fasteners(ideal for use on plasticor fiberglass surfaces).A cable is then snakedacross the vehicle to theconnector at the motor-home hitch receiver.

In some cases, thecable is semipermanently

THE KARGARD SHIELD, FROM BLUE OX, ATTACHES TO

THE TOW BAR AND ADDS YET ANOTHER LEVEL OF DINGHY

PROTECTION, GUARDING AGAINST POTENTIAL DAMAGE

FROM ROAD DEBRIS.

are situations where adifferent connector isnecessary. Some unap-proved dinghies equip-ped with an automatictransmission must alsobe equipped with anelectric lube pump,which requires a con-nector pin for 12-voltDC power (and ideally,a separate connector

AS AN ALTERNATIVE, YOU

CAN INSTALL AN EXTRA PAIR

OF LAMPS ON YOUR DINGHY

INDEPENDENT OF ITS ELEC-TRICAL SYSTEM. ONE-WAY

DIODES (LEFT) PREVENT

ELECTRICAL FEEDBACK.

028-MH0801 Dinghy-Towing A 10/22/07 2:02 PM Page 29

dinghy vehicle that maintains full power-brake performance. An actuation lever on the control

unit in the motorhome allows the motorhomedriver to apply brakes manually, if desired.

Other products include those that utilize a self-contained power pack that temporarily attachesto the dinghy’s brake pedal. This package usuallycontains an air compressor, air cylinder and controlcircuitry. Most models have a built-in inertia sensorin the dinghy that automatically applies the brakeswithout any direct signals from the motorhome; in some cases, a radio link or control wire is usedto receive braking signals from the motorhome.

Other systems use a removable air cylinder topush the pedal, with motive power for the cylinderusually supplied either by the motorhome’s existingair compressor (if air brakes are present) or an add-on electric compressor. A signal from themotorhome’s brakelights is often used to controloperation of the cylinder, although inertia-sensingcontrol boxes are sometimes used instead. Onevariation of this scheme uses an electric linear actuator in lieu of an air cylinder, thereby dispens-ing with the need for a compressed air supply.

Finally, a few systems use the movement in a special hitch drawbar as the motive power to operate the dinghy brakes. As the motorhome decelerates, the dinghy forces the drawbar to moveforward, and the dinghy’s inertia is used to operatea flexible cable connected to the brake pedal or tomove a master brake cylinder that pressurizes thedinghy’s brake lines.

Self-contained systems generally have a signifi-cant edge in ease of installation, but there’s alsosomething to be said for having an unobtrusive,permanently-installed system that never requiressetup or disassembly. After all, most new dinghieswill need to be fitted with a tow bar and baseplate,anyway, so the installation of a supplemental braking system at the same time does not representmuch additional effort. ✱

A dequate dinghy braking is an important consideration, because motorhome

manufacturers tend to push theweight of their products rightto the edge of the chassismanufacturer’s ratings— and the addi-tion of up toseveral tonsof extrarollingweight canbe enough toput the com-bined vehiclepair’s brakingperformance into un-safe territory.

Further-more, somechassis man-ufacturersspecify that towedloads in excess of1,500 poundsshould haveindependentbrakes and safety breakaway systems.

Although a diverse range of dinghy braking-systems is available, all aim to perform essentiallythe same task: to apply the dinghy’s brakes in tandem with those on the motorhome.

One approach uses electronic signals generatedin the motorhome to activate the dinghy-vehiclebrakes. The motorhome components of the systemmeasure deceleration and send a signal to a powerunit connected to the dinghy-vehicle brake pedal.As the electronic signal varies with motorhome deceleration, the amount of brake-pedal pull variesin concert for variable braking.

The system includes a vacuum pump in the

ROADMASTER EVEN BRAKE SYSTEM

BLUE OX APOLLO BRAKING SYSTEM


MOLDED OF LIGHTWEIGHT, HIGH-IMPACT POLYETHYLENE,ROADMASTER’S GUARDIAN ROCK SHIELD PROVIDES RVERS

WITH ANOTHER OPTION FOR PROTECTING DINGHIES.

ADDING LARGE RUBBER FLAPS AT THE REAR OF A MOTOR-HOME WILL MINIMIZE TOWED-VEHICLE DAMAGE FROM

DEBRIS, DIRT AND GRIME KICKED UP BY COACH TIRES.

Towing Accessories

Dinghy Braking Systems

028-MH0801 Dinghy-Towing A 10/23/07 12:16 AM Page 30


028-MH0801 Dinghy-Towing A 10/22/07 2:03 PM Page 31

INNOVATIVE STYLING NOW AVAILABLE IN A GAS PUSHER.

INNOVATIVE STYLING NOW AVAILABLE IN A DIESEL PUSHER.

There’s a new breed of Class A pusher motor homes and the 2008 Winnebago Destination™

leads the way. It’s the first coach to take full advantage of the Workhorse UFO™

chassis and its powerful 340-hp gas engine. Or choose the Freightliner® XC chassis with its

Cummins® 6.7L ISB diesel engine. The Destination’s two innovative fl oorplans feature

contemporary styling, curved cabinetry and abundant storage inside and out.

For a Destination brochure or to fi nd a dealer call 1-800-643-4892 or visit winnebagoind.com

© 2007 W

innebago Industries, Inc.

50 YEARS ON THE ROAD

032-MH0801 Dinghy-Cover 10/22/07 2:10 PM Page 32

Documents

2008 Dinghy Towing Guide